Automatic railway-switch.



No. 664,750. Patented Dec. 25, I900.

W. W. HUFFMAN & F. W. POWERS.

AUTOMATIC RAlLWAY SWITCH.

(Applicatimfled Apr. 19, 1900.) (No Model.) 4 Sheets-Meet l.

M, %%;m m z Patented Dec. 25, I900.

W. WVHOFFMAN &. F. W. POWERS.

AUTUMATIC RAILWAY SWITCH.

(K0 Iodel.)

(Application filed Apr. 19, 1900.)

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4 Sheets-Sheet 2.

nzaam 17mm. $605066 WPOQ'QILS,

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no. 664,750. Patented Dec. 25, I900.

' w. w. unrrmu & r. w. POWERS.

AUTOMATIC RAILWAY SWITCH.

4 Sheets-Sheet 3.

(Application filed Apr. 19, 1900.) (In Model.)

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' ram Aftomey F No. 654750; Patented flec. 25, I900.

w; w. HOFFMAN & F. w. POWERS.

' Amour-AT": RAILWAY swncu.

W/ .T/VESSES:

472605 fozwers,

. AUTOMATIC-BIA SPECIFICATION forniing pareof rdmers P O FFICE;

lLwAv- -s wiToi-l. f

atent Nmes'u'o, dated December 25;---19oc. g

To all, iv/r0111 it ma y 0012 03 22} I lie in 'kuown bhap we, WILLIAM W. HOFF- MAN and l RAr{(f1s,W. POWERS, citizens of the United. Suites, residipg aUWest, Lafayette, in

the counpy of Tippecanoe and State of Indi mm, hare invenbed certain new and useful Im:

\ v proyemen tsin Automatic Railway-Switches;

and we doherebydeclare ;tl1e followingho bee, full, clear, and exaet description of the inven tion, such as will enable others skilled .inihe art to which it appertains to makeand use the Qur in y enbioh: mime to improvements in railway-switches,endpparnicularly .130 thatefswit-chesdesigned Lobeoperatedby devices carried upon aq locomo bive or car. Our in'ye nbicri furph er lgelaies particularly it toi1harb class ,of. switches inwhich the points hfls-ii e s-miismove verticallyrmhet t a 0uginveritioplhasfor its-ohject te romide cerfiaip improvements in railways-switches of this cherncier heretof orehsed; and in consists iui'ihe novel feerures hereinafter desprihed and clnimed .,n- ,1- .4 Qur inventionwill be understood v by refer- ,ence vto thedrawiugs, whereinlthe same-parts are i icl'icwted by the same letters phrbughou t- Llieseverel views Figure his a {up plan iew oft-a railwayswitehand' conuecnious constructed according to our iuzvention F ig 2 vis a sectional :side viewiakenoi the line in lmithswitch' set; for main Qu cksand locking in ,bhediredniunof the arrow, Fig-;3 isa secmion takenz on. the line 2,2 ,in Fig.1 with switch setfor side trackand-looking inithe direcbion of the arrow. Fig. isa, top plan, iew of'theswimh, when constructed m be used. only as-a, hand swimh. Fig. 51s :rview ofythe switch-as seen when it. is boxed up, as it is designed to, be.

Fig. 615.3. section when at righclzmgles bo-vthe' sections shows in Figs. 2 and 3 on the line 6 6 in. Fig. l lookingiir Lhe direction ofthe arrowandnnfa 'lfll l 'gel;Sfifll,1gh6S\Vit0ll-p0lfli8 bei 11g; sen forthe; siding; I :FiggT-isa seet ioiialvview si mil-a)? 530 i Rig; 0,; showing tl1e switch -rpe int's the swivel: mechauism.-' EigA) isladetail per-.

spective view of one of t-he'transverseeranked shafts Lhroughwhich the switch mechanism is operated by means of devices on the locomotive t-hroughplates on the track engaging cranks on :Lhe said shaft. spectiveview 011 one of the I-OCk fihflflfi which support t-he-vertical'lymovable switch-mines, the parnicularmck-shaft showpjn this figure having redialpins thereon,- such are used 1 nearest the ends of thes'aid switch-points; Eig,.-1l is 3a. detail View, in lyerbical section, through he axle o t tive, s wing in elevation the devices for;en ,g'agingr the switch-operapi ig;deyices on the Mack; ;show in gboth of she Sim-controlled whee is e le rated, Fig, 12 is se -view similar to Figflll showifig one of theslot-eomrollediwheels in operative positio n the dotted lines in this figure i'ndiceningthe position of the other of; saidv slogview showing oueof the pi vot ed. plates which are-fixed upon the, ties heiweenet he rail and over the i uner vcranksonl the svrinch-operav iug;sh afts, together with-its iniclosingguide frame or case; also, its connections: with the shaft and cranks-1 05 the un locking device. These particularpivoted plates are such'as arenear the points of switeh-ra-i-is; the plate I perspective yiewh of, oneoflt he beating-plates constituting a silpporefou we. end. ofeone of ingfpilatew Fig.16- isa-diagrammaticview from. point, i rfronitof the 'iucomotivdshewing-the manner in which the locomonivez at;- tech ment, engages the. P 'iVOtE-QrLPIfLiEQS of" the switchgear. Fig. l'Zisaaview similar to Fig; 13; showifig thepivoted plate depressed. Eig. 12$ isa sim iiar View of eheof nh-efpi-voeebd plates ethhe other end ofaLhe-switch about, gaged by 1116 depressing-wheel:onabh-e iecom o- Live. Fig. 19 is a desail iew-oif-i'vsecbiorrol Lheawck-ishafb;E?, sh0wing the device he prevent :a,=rehourid of .nhe switch when 'throwxi very suddenly. Fig. Ellis a top detail view of a seciion of 1. one of the swizeh-points; de signed pzinnicularly no show the stop-or lugu, I \vh ich preven'hsifihe s \vi belrpoint froiu E be? "g 'rzrisedaioo high. i 5

- Referring pzrriieulai-ly t'o SFig; '1; A replecontrolled wheelselevated; .Eigwlii is-a, side.

FRA Nels w. Po Wises o r I i'mF-M ETTEj QI IANA p being in itsfhorizonbal positiom- .-Fi g.-= 14 isra. 3o

the-rock-sh'afts shown in'FigL 14); F.ig. l5is l a; perspective view of another form of bear 'sents theei'oss t'ies, which rest upon longitudinal sills AC There aretwo of these sills A, one arranged along each of the straight-track 'rails, and the said track-rails are mounted upon the cross ties and secured thereto by spikes or in any other preferred well-known manner.

. One of the main-track rails Bis continuous, while the other one of the main-track rails 8 turns oif at b to form one of the rails of the siding, and the other section of this rail 13 is connected 'to one of the switch-points O, by

' means of which the train is directed to the siding or to the main track,' as the case may be, as will be hereinafter-more fully described. As above stated, one of the main-tracklrails turns off to'form one of the siding rails, as

shown at C and the other-siding-rail C terminates adjacent to the main-track rail B in the other switch-point O. The flanges of the rails B and B are cutaway along their inner sides as seen in Fi s. 6 and 7 and the switchpoints 0 and C are beveled or tapered along their sides adjacent to these track-rails, so as to fit closely thereto, as will also be seenjin Figs. 6 and 7. v connected by pin-joint, as shown at csand 0', so as to permit of a vertical pivotal movement of the said switch-points.

D, D, and D represent a series of rockshafts which are mounted transversely of the track and are join-baled at their ends on one side of the track-in a set of blocks D (shown in'Fig. 15,.) mounted upon-one sill A, andare jou rnaled at theiropposite ends in a set of supporting-blocks D ,(sh0wn in Fig. 14,) which 'blocks are mounted upon the other sill A;

Where the lower flanges of the fixed rails are cut away upon the inner sides thereoflit will beimpracticable to use spikes, that are generally used. So we provide metal chairs B. .(Seen most clearly in Figs. 6 and 7.)

These chairs are bolted upon the outer side of the'railsand also extend beneath the rail, so as to make a solid seat therefor, besides being secured by bolts or spikes upon the ties.

' Both of these sets of blocks are spiked to the other reason by detaching the plate.

sills A.

The blocks D at one side of the track have preferably each an open-sl0td in itsvertical flange instead-of an opening simi-'- lar to the opening 61 in the blocks D and are fitted with detachable plates (1", arranged to hold rock-shafts securely in position when clearly in Fig. 10. These enlargements D and D are arranged to lie immediately beneath the switch-points O and O and when turned by turning of the rock-shafts to a horizontal position are arranged to lie upon the plates su-ppcrtingthe ends of the said rock-shafts. This arrangement is sue enlargements, such as D, beneath one of the The switch-points G and C are p as to causealltheswitch-points C to lie flat upon the plates while the enlargements D", which he beneath;

the'otherswitch-point C, occu py'a vertical position beneath the said switchpoint Of.

effect, as will be readily understood, is to ole vate one switch-point toa level with the treiid ofits adjacent main-track rail, while the other switch-pointlies atan inclination,-with its end. beneath the other and corresponding rail sufficiently below the tread thereof to avoid their possibility of the flanges on the locomotiveor car wheels, striking the depressed switch point. Inasmuch 'as'each switch-point 1min downward inclination'from its pivotal con-Y;

nection with the-corresponding rail, it will obvious that some provision will be necessary to allow this-inclination and yet at the same 18' time provide a good support for the switch points. This we accomplish by havingv thcfi supporting-blocks D and D, in whiclior upon '}5 which the ends of the rock-shafts D; D-, and D are journaled, of'grad ual decreasing thick? ness from the pi vofal connection ,of the switchpoints toward the ends thereof, as will be seen most clearly in Fig. 3, wherein are seen-only the blocks Di; but i should. be nnde 'l-itood x that the same applies to the, set of beneath the switch-point 0.

bloc s] In order to allow'the requisite movement.

to '-the-' switch -points, the ties beneath; the

same must necessarily bejcnt away to a depth snlficient to allowthe switch-poi'n ts to fall-to their lowest posit-i0 D and 1). Further, it is necessary to make nsallowed by the bkmli'sf'rc up-the difierence in the distance of vertical!" movement of the various portions of-' the; T switch-point, and we accordingly pi'ovidethe'. T

rock-shafts with supporting-blocks l) and DT ofgradnal increasing thickness as the'sup-f V, Thus-it will:

porting-blocks become thinner.

be seen that while all therock-shafts rotate-1 together the graduation in thicknessof the enlargements of the said rock-shafts COIN? spends with the distance to be 'traveleiLby the corresponding portion of the-switclrpoinl,

so. that when thelatter has been. raised to its elevated position on alevei withthe treadofl 1 the main-track rail the corresponding'en 'largements pon the rock-shafts providegoinl f 1 supportstherefor, and it will also be seen that the graduation in tl iickn'ess of ihesu-ppor ting-blocks D and D permit of the necessary drop to the switch -points. 'It will be understood that it is only necessary that the ends of .the way of the flanges of the-wheels.

ofthe switch-points should be dropped out In order to hold the ends of the switchpointsfirmiy against the main-track rails, wt? preferably provide'a fiat spring-plaie lifi sei cured to the inner side of. the track-raihai d overlapping the switch-points, so that the lat-.1

fter will be held closely against the inner-side" of the track-rail under ordinary conditions. This spring-plate, however, will permit of a slight displacement of the switch-point by the 1 flanges of the wheels of the car run ningback ward from the siding to-themain track when? the switch is set for the main track or running backward through the switch'on the main track \YllBl-PHTC S\\'l[(3ll-1)Olilt$tll'0 set for the siding, thus avoiding the liability of derailmentoi the car.

In order to insure the falling of the switchpoint at the proper time should its weight not he sufiicient under any conditions, we provide upon each switcli-pointnear the end an ii wardlyextending lugor bracket C, ar

ranged to be struck by a pin or stud D upon the corresponding supporting-block D orD of the rock-shaft D, which is the nearest to the ends of the said switch-points. A rockshaft of this construction is shown in Fig. It), to which reference is had t'oraclearer understanding of this feature. The remaining rock shafts D and D need not be provided with any device for causing the depression of the switch-points, as the above-described device operated by the rock-shaft at the point where the greatest leverage, and therefore the least power, is necessary will be suflicient.

Each of the switch-points is provided with a stop or lug M, which will be best understood by referring to Fig. 20, in which a section of the adjacent main rail is cut away for the purpose of showing the stop. It consists of an iron leg or bracket it, firmly boited' or otherwise fastened to the under side of the switch-point O and extends underneath the main-track rail 1), so as to prevent the switchpoint C from being raised above the level of the tread ofthe main track 13. It is to be understood that the other switch-point O is furnished with the same kind of a device. The lugs are shaped so as to present a sharp edge upward anti also downward, sonothinp will lodge on the top of it to prevent the switchpoint being raised. This feature is best shown in Figs. 2 and Each of the rock-shafts D, D, and D is provided attone end with a crank-arm-such as d d andd -such crank-arm being arranged at an angle midway between the angles of the enlargements D and D upon the said rock-shafts, and to these cranks is connected acounecting-rod D, the connections being so arranged that a longitudinal movementof the said connecting-rod D will rotate the three rock-shafts and through an equal angle. The connecting-rods D and D, as seen most clearly in Fig. l, extend in opposite directions along the outside of the track some distance and pivotally connect this series of cranks to the cranks e and e on the rock-shafts E and E by which said connectingrods D and D, and through them the rock-shafts D, D, and D are operated from a locomotive, as hereinafter described.

- The rock-shafts E and E are journaled in bearing brackets or sills E and E between the track-rails, and each of these rock-shafts E and E is provided with a pair of cranks E and 111, set at an angle of one hundred and eighty degrees to each other and fitted with rollers 2 and e as bearing-surfaces. These i iected by a rod II to a lever H in the eranksil l and it are so arranged that they lie atcqual angles upon opposite sides of the crank c or o', as the case may he,':'.nd above these cranks E and E are arranged vertical l v-swinging bevel-pl ates F,t hese said plates being each pivotally mounted atone endin a casing F, (shown in detail in Fig. 13,) which casings are secured upon the cross-ties A between the track-rails and immediately over the said cranks upon the operating rockshalts. As will be seen in the drawings, there are two sets of these vertically'swinging plates l and there are twoof these in each set. ()ne oi. such plates l* in each set is arranged immediately over one crank E on the operating-shaft,while the other of such plates is arranged immediately over the other crank E on the same shaft. By this arrangement when the appropriate one of the plates F is depressed upon its corresponding crank on the operating rock-shaftthe latter is given a partial rotation, and through it and its connections the rock-shafts D, D, and D are operated. After one shifting of the switchpoin'ts in this manner the other plate of this set or of the other set must be depressed upon the corresponding crank on the operatingrock-shat't, which through its connections shifts the switch-points to-their'original po- -sitions. 'lhe'provision ot these plates between the track-rails and the cranked operating-shafts 1 and E is to afford means for thethrowing of the switch by the engineer on a moving train. l

lnFigs. 11,12, and--16 we have shown devices to be carried uponthe front axle of a locomotive under the control of the engineer for throwing the switch as desired. These devices consist of a wrist H on the frontaxlo of the locomotive.- From this wrist and extending upward is an arm [-1 which is concab of the locomotive, as shown in Fig. 11. E

teuding' downward fl'oin the wrist H are two.

pairs of plates ii and H. (See Fig. l6.) These plates are parallel to each other, 'perpendic'ular to the axle, and are rigid with the said wrist H In each plate is an eccentric slot. The slot in one'plate of each pair is made to coincide with the slot in its mate; but the eccentric in one pair of plates; is just the reverse of the eccentric of the othei pair. Be tween each pair of plates is pivoted a wheel on an axle 72?, which extends through-theslots in the plates. A rod H kis attached to the axle of the wheel h and another rod H is attached to the-axle of the wheel h. The other end of-each rod is pivoted to the pilot-frame in f rout at h. 'lhese i'bds will allow the wheels h and h to move up and down, but not back ward or forward. Now when the engineer wishes to throw the switch for the side track he can throw his lever H backward to the notch s, asin Figrl'zl, and, as will be seen, the slotted plates will be swung forward, so that the slots it will force the wheel h down,i so

as todepress the pivot-ed plate F downoii'the crack e beneath it, which will cause the shaft E or E to rotate, which,as has been explained,

will throw the switch for the. side track by elevating the switch-point O and depressing the other switch-point C. The wheel k will be elevated, as in Fig. 16, by that part of the slot it that is nearest the caraxle being brought directly underneath the said car or locomotive axle. It will readily be understood that m'ovin g the lever H forward to the notch s the arm H will 'be moved forward and the slotted plates will' be swung backward, so the slot h will elevate the wheel it, while the slot k will be in' such a position as to hold the wheel 71. down, so as to engage the other pivoted plate F and rotate the rock shafts in opposite direction, which will throw the switch for the main track by depressing the switch-point O and elevating the other switch-point C. It is shown in Fig. 11 that when the arm H stands directly above the axle, as will be the case when the lever H is moved to an intermediate notch, as ate, the pairs of slotted plates will both be in such a position as to elevate both wheels, in which position it is designed to be at all times, only when used to throw a switch.

It will be seen by referring to Fig. 16 that the attachment to the locomotive is placed near the right side of the locomotive looking forward, and the pivoted plates F, in the switch-gear, that are to be used from a locomotive going in onedirectiomare placed accordingly near the rightside of the track looking forwardfrom the moving train. It will also be understood that the attachments on the locomotivecannot engage the same pivoted plates when running in the opposite direction. o By having the pivoted plates F provided with a long inclination or bevel, as shown, the injurious effects of shocks caused by the sudden striking of any one of these plates by the mechanism of the locomotive is avoided. In order to cause the plates to return'to their upward position after being depressed, we preferably provide very strong springs f. (Seen in Figs. 13, 17,'and 18.)

. The switch may be used as a hand-switch by extendingone of the ope-ratingrock-shafts,

such as r1), (see Fig. 4,) into the extension E which is provided with a crank e and is connected to a semaphore or target E 1 To look the rock-shaft E against turning, we provide thereon a pair of radial lugs or projections e and e arranged to be engaged in a notch k on the pivotedspring-controlled arm K. YVhen the switch is closed, or, in other words, set for the main track, as shown in Figs. 2 and 8,;the lug or. projection e on the shaft E is engaged by the notch ksi the spring-pressed arm K, as seen most clearly in Fig. 8 but when the switch is opened or turned for the siding the lug or projection e oa -the shaft E would engage the notch k on -the spring-pressed arm K. It should be understood that the switch 5 described, only the down point engages the coarse mechanism and all the connections, except those of the hand-operating mechanism and V the edges of the-pivoted plates F, willin prac-' tice be boarded over or otherwise suit-ably closed, as shown in Fig. 5, so as to exclude ice or snb'w and to prevent tampering with the mechanism by any person unauthorized;

The cranks V N and N are fitted with rollers to lessen the friction against the downward points F fas T shown in Figs. 13 and 17, when either oneof r the pivoted plates F is pressed down. The down-point F engages the crank N or Nine the case may be, and throwst-he cranks on that shaft through their full sweep, so that the crank N will raise the spring-pressed arm K, which releases the lug e or e", as the case may be, from the notch k, and thusthe 7 switch is unlocked before the pivoted plate 7 F touches the crank E or E on the shaft E. 7

Then as the pivoted plate F is pressed fur ther down it engages the crank E or E be- '95 noath it and throws the switch, when the other lug e or e is caught in the notch k '7 and the switch is securely locked again.v .A

similar device is at the other end of the switch, as is shown in Figs. 1 and 18, the shaft M with its cranks M and M to be engaged by the down-point F which acts similar to" i the one at the other end of the switch-just V crank M- or M in such a way as to turn the i crank M downward, and the said crank M shaft E to its engages the crank M on the, long shaft M; which lies in bearings fastened to the ties on" the outside of the main track, as will be seen in Fig. 1. This long shaft terminates in a no. crank M" under the spring-pressed arm K.-;

The downward pressure of crank M on the oran k M causes the shaft M to rotate enough to cause the crank M to raise the spring; pressed her K and release thelug e" or e a's the case may be, as in the other case the'lug:

e or e is released before the 'crankfthat throws the switch is engaged by the pivoted plate F but as the plate F is pressed fartber down on thecrank-ben-eath it throws the switch.

A device, as shown in Fig. 19, is provided 7 to prevent a rebound of the switch when thrown by a train running at a great speed.

It consists of a roller u", with bearings projecting from the crank-shaft E and in line".

with the crank 6 A horizontal-bar spring is. bolted to the sill A and projects over the top of said. roller -v', pressing it downward,

which, it will be understood, tends to hold the extreme limit whichever way 7 It will be seen that by male it is thrown.

ing the spring r sufficiently strong the'locking device might be dispensed with in some i switches, where by their location they would not need to be locked against unauthorized persons.

In order to permit of the switch being unlocked by hand, we preferably.provide, in ad dition to the mechanism just described, a rod (J, having thereon :1 log or crank 0, arranged beneath the end oithe catch-arm K, so that when the rod is in one 'iosition, as shown in being operated by hand. The said arm may be locked, so as to throw it out of use, by engagement with a catch or retainingdevice (V, such as is actually used upon railroads in connection with swiiehoperating levers and sect-ions between the said supports for s the. like.

i lav-in;- thus described our invention, what we eh: m, and desire to seen re by Letters Patent of th l'i'iited States, is-

1. in a rnilway-s\vitcli,tlie combination with pivoted suitch'points' having vertical movement, supports for the said switch-points arranged to elevate the one switclrpoint while the other is: depressed, a lug on each of the said switelrpoints, a projection'onone of the supports for each, arranged to strike said lug and insure the depression of the correspondin; switch-point at theproper time, and contaneously operating the series; of a or shaft having a crank thereon connected to the supports of the switch-points, and having cranks thereon between the rails of the track; and pivoted plates located between the rails of the track in positions for operat ing said cranks when depressed,substantially nsdescribed. I

in a railway-switeiuthe combination with pivoted switch-points ing vertical movement, supports for the said switch-points arranged to elevate the one switch-point while the other is depressed, a lug on each of the said switch-points, a projection on one of the supports for each, arranged to strikesaid log and insure the depression'of the corresponding switch-point at the proper time, and coin nections between the said supports for simultaneously operating the series; of a crossshaft having a crank thereon connected to the supports of the switch-points, and having cranks thereon between the rails of the track; pivoted plates located between the rails of the track in' positions for operating said cranks when depressed, and means for locking the switch-points in either adjustment, substantially as described. I

,\ drop-lever is pivotally attached 3. In a rail\vayswiteh,the combination with pivoted switch-points having vertical movement, supports .i'or the said switehi-points arranged to elevate the one switch-point While the other is depressed, a log on each of the supports for each, arranged to strike said lug and insure the depression of the corresponding switch-point at the proper time, and con neetions between the said supports for simultaneously operating the series; of a crossslmft having a' crankfhereon connected to the supports of the switch-points, and having cranks thereon between the rails of the track; pivoted plates located between the rails of the track in positions for operating maiically locking the switch-points in either adj u'stmenl, and means for automatically unoted plates, substantially as described,

.4. In a railway-switch,the combination with vertically-movable switch-points, supports the one and depress the other alternately, connections between the said supportsifor 0peratingihe same simultaneously, and devices upon the track arranged to be operated by an attachment upon the locomotive for operating said supports; of spring-guides fixed to main-track rails, and bearing upon the inner faces of the'said switch-points to hold the latter normally close against the sides of the rails, but to permit of their displacement by rear ofihe s \-vi t ch-point, substantially as described. r

in an automatic railway-switch, the combination withpivoted switch-points,of aseries ersely of the track, and having supportingiiiocks set at angles to each other for elevating and depressing the switch-points; fixed journa'i-blocks for the ends of said shafts; said journal-blocks forming supports for both the switch-points and the/said shafts, and one set of said journalblocks having a detachable join-nal-plate to permit of the disengagement of said shaft; cranks on the said shafts and vices located upon the track arranged to be operated by a mechanism upon the locomotive i'or rocking said shafts and operating the switch-points, substantially as described.

6. in an automatic railway-switch, the comincliuatiou, arranged upon the track;-rockshafts having cranks located beneath the said pivoted plates in position to be borne upon thereby, when said plates are depressed, and a spring for returning each of said plates to its elevated position after being, depressed; of connect-ions between the said rock-shafts and the switch-points for operating the latter upon the depression of oneyo'f said pivoted plates upon its corresponding crank tin-said i rock-shaft, substanti'all as described.

said switch-points, a projection on one of thelocking the switch operated by the said the flange of a car-wheel entering fronedthe,

connections between the said cranks; of desaid cranks when depressed, means for autofolthe said switch-points arranged to elevate of cross-shafts D, D and I) mounted transbination with pivoted plates having along y binai igjm with the ties of track, of sills antler the Said ties, bearingqilates' .inounted 90M filo-said sills, rock-shit ts ionrnaled in the said bearing-plates andprov idcilivith integral enlargements, for elevating and so pportingflhe switch points successively; .of

pivoted switch-points having vertical movementg. lugs projecting laterallyfrom thesaid' S,{Y-l t-Qh-p()i nl)S, projections ononeof the said rock-shafts arranged to engage said lugs when turned to depress a switch-point, springguides for retaining the ends of the said switch-points inclose relation with the sides oi the track-rails; and mean's arranged to be operated bydevices upon the locomotive, for rocking the said rock-shafts, substantially as described. V

8. In an automatic railway-switch, the combination withthe switch-points and devices for operating,the san1 e, a, rock-shaft connectedwith snchdevices, arranged toibe actuatedfby devices upon the, locomotive; ofpro- 5 jections set at angles ,upomthe Said rock.-

shai'n-a spring-operated catch arranged to engage one of said projectionsat a time, and a series of rock shafts arranged whe n operated to disengage the said catch, and so release the switch mechanism, so bstantiall y as described. I

9. Inan automatic railway-switch, the combination with the switch-points and devices for operating the same, a rock shaft connected with such devices arranged to be act uatcd by devices upon the iocom'oive; of a projection set at angles upon the said rockshaft, a spring-operated catch arranged to engage one of said projections at a time, a

I series of rock-shafts actuated by the switchoperating mechanism from the locomotive to i1. In a switch-operating device for moving I vehicles, the combination with a rigid swinging arm on a wrist, a connecting-rod for operating said swinging arm; of two pairs of eccentrically-slotted plates rigidl connected to said wrist, rollers carried in between said; slotted plates, rods pivotally connected t-othc vjonrnalsoi each of said r olle,rs, a nd each of E I IWimesses:v .saidrods havinga separate stationary pnctal connection,substantially,as, described;

saves ill, in a railwaysiyitchj the combination with pivoted switch-points having-reruns]. inovcmenhsn ppor ts tor the said switch-points arranged to elevate the one siiitch-pointwhile the other is depressed,a lug on each of "the said switch-points, a projection on oneiof't-he supports foreach, arranged to strike-said lug" and insure the depression of the correspond ing switch-point at the proper time, tonnes tions between the said support-s for simiiltaneously operating the series, and sing or stop fixed to each of the switch points project 1 ing under the main-track rail; of a cross-shaft having a crank thereon connected to th'e'su'pportsjof the'switch-points, and having cranks thereon'between the rails of the track; and pivoted plates located between the rails of the 1 track; in positions for operating said cranks when depressed,substantially as described.

13; in an' automatic railway-switch, the" combination with? the switch-points and tie-1 vices foropratingtl sammarock shaftconi nectedwith sncli do cos arranged tobei'actii ated by devices u hen 'the locomotive; pimjections set at angles upon the s'aidrock 'lshaft, a spring-operated catch arranged to engage one of said projeetionsat a time, a serie'sf'of g rock-shaftsarranged when operated to disengage said catch, and so releasethe switch mechanism, a projection on said rock-shaft; I and a flat spring'u making frictional contact; therewith, substantially as described. i 14. in an automatic railway-switch, the combination with the switch-points, devices I for operating the same; a rock-shaft cori-' nected with such devices arranged to be actnated by devicesupon a. locomotive; of projections set at angles upon said'rock-shaft; a spring-operated catch arranged to engagev said projections and a series of rock-shafts arranged when operated to disengace the said 7 catch and so release the switch mechanismflt shaft on bearings with a lug arranged tinder said spring-catch, and with upturned arm to be locked bykey to semaphore, to be unlocked by anthorizedpersons,and a drop-lever pivoted to the upright shaft of the semaphore to be used as means for unlocking and operating ,1 the switch by hand; an operating-shaft on; bearings having supporting-blocks arranged under the switch-points for the purpose of raising and lowering the same; the shaft extended and provided with a crank connected to a semaphore of ordinary design to be o en ated by hand as ajhand-switch, all substan 'l" tially as described. .7 V V In testimony whereof we ailix our signal- 1 Litres in presence of two witnesses.

VILLIAM W. HOFFMAN. FRANCIS 7W. P'OXYERSQ 

